45T-XR

I don't think any Ute's have come close yet have they? Not saying I won't give it a read hot go though.

I've had some help with a Software glitch that has been sorted. I actually enjoyed powercruise ipswitch last year as the torque reduction stuff wasn't with roll ons from 2nd gear. Was actually nice to have some fun I nthe car for a change instead of doing my head it tuning ZF's. Building them is so much better than tuning in my opinion, they are too smart. Or I'm retarded, probably the later! Been chasing torque reduction issues since that last pass over a year ago. 10.55 @ 135mph at Benaraby. Lucky to have some good mates help to identify some missing parameters in my strategy. Latest issue is getting 3/3.5 Bar T-map sensor sorted then will hopefully be back out to improve! I don't think a bolt on 6466 in a ute with a ZF is capable of a 9, but will be happy with a lower 10 sec pass. Great effort on keeping the list updated..

E clutch fried, and some hot spots on B clutch and c clutch?

Ditto what Wiggum said. I'm a HP user also. The scanner sucks for HP but you can buy second hand xcals cheap and download livelink free. Although from memory with a BA you are fairly limited for logging also in terms of DMR's. Luke will clarify though.

Did they test the CAN circuit at all?

Seriously? lol Jack it up and have a look underneath, won't be hard to spot surely.

There is Free data for everyone for ID injectors on the Injector Dynamics website, they offer a spreadsheet, you input your vehicle particulars and it spits out relatively good data. The slopes might need a bit of a tweak but it should start/run fine with the values it spits out.

I've got one of those!!! they work pretty good. The virtual dyno was pretty cool.

They are not all the same, there are bell housing variations as the cases are actually different to suit different engines, they are not identical internally either, internal hardware variances is the reason the rated torque capacity increases over models.

Yes they are a multiplication of the the base table. Then assuming there is no others coming into play it would be (desired ignition advance-(knock limit x multiplier table) For example say for high IATs there might be a multiplication factor of 1.15, that increase the base value by 15% then that number would be subtracted from the timing in the MBT table. It is a bit more complicated as there can be a few multiplier tables in effect in each calculation.

That is a shame. Hopefully that will help my ZF last or even improve!

Luke......You should talk to Toads about our little field trip at the end of the month, Let me know if you are interested. Flights are booked, I've just gotta sort accommodation.

Great post Luke, couldn't have put it better myself. Although in my own car, Knock sensors have been off for ages. I believe that oscillations in the timing curve (caused by false knock/and my forgies) hurt average power at the track. There are a heap of tables that apply to knock sensors, nearly all of which I don't have the gear to correctly calibrate. I've seen quite a few tunes now, it might be something to do with a few of the tables not crossing over into HP (which I doubt) but it seems some tuners are using the knock sensors to trim the final ignition timing and could not possibly be logging the timing curve to compare against the desired maps in the tune. Apart from the whole dyno x vs dyno y variances etc I think that this is the reason some cars make good hp on the dyno but don't perform well at the track. I can't prove that though as I refuse to tune anyones car that way.

this is one reason I love ID's. They have all the correct (or close enough to get you well in the ballpark) Some might say it's me being lazy but as far as computers go. sh*t in=sh*t out. And if you get the data with the injectors to get you in the ballpart straight up. Makes things so much nicer.

Are you 100% sure they used LG6 when they topped up the transmission? Before I rebuild my gearbox, I was running Transmax Z. I did notice on the odd occasion where I had to go out in a hurry instead of letting the car warm up, I would get a shudder from what I was confident was the converter also. Once warm it would work fine. Im not sure if there is a variance in viscosity or friction properties between transmax/ LG especially when cold but that is what it seemed like to me. When I built my gearbox I have been running LG since day dot with no issue, hot or cold. I believe the way the calibration is setup in the TCM it would be sensitive to different tranny oils being used. I would confirm that your box does have the correct type of oil and level. Then after that, try a tranny shop to get the converter tested. I've never actually had one fail in a late model car and the fact that these transmissions are electronically controlled it would make diagnosis harder in my opinion as there are a few tables that can be changed for TCC lockup. Mick how did you confirm the converter was cactus. Was it a case of seeing slip at WOT, or was it found during datalogging and watching for lockup and input shaft speed to the box or something like that?

Mick, with the lockup not working correctly did you notice and increase in the box oil temp?

I run the 265's on an 18" rim for the street. I used them at the drags once just for sh*ts and giggles with only 500rwhp and managed a 1.6 60ft. a mate has run the 235's in the 17s and they were poo for the track compared to ET streets. They might be ok with the HP you are making, but being a semi they do wear fast.

You can tune the zf to make it stop downshifting at WOT in manual mode

If you can't tune it below 3200rpm, how do they do the steady state loading/low load stuff? Count yourself lucky I guess, considering how much it cost you for a failed attempt to tune boost/actuator setup. Imagine how far you would be out of pocket if you were getting camshafts installed.

lol

I've slowed up a bit with my tuning, getting rid of the Plaz plenum and going to a ported FG one-hoping the runner design will help at the track, hold up is the custom piping from headlight to the manifold. Once its done then more tuning and playing around with the water meth.

I have done soooo much road tuning. It sucks for learning. Controlled conditions and the dyno are best for learning. Approach a few shops and see if they will allow you to pay them an hourly rate to ramp the car for you while you have a play, I find they are usually keen when it is them ramping the car, and you pay cash after hours/weekends.

HP Tuners isn't the sort of product you should buy if you are focused on short term results. you need to look at sticking to it long term and a continual process of learning and evolve. The $1000 for the software/hardware( think its actually cheaper now) is the tip of the ice berg, then there is another $800 give or take a few 100 for a a knock detection device of some description. a good wideband which on the cheaper end of the scale can be $300 and up towards the $1000, these are just the basic ones, you get into the $1000's for a really good one.

It depends on if your SCT tunes have a modded TCM file, a full read inlcuding the trans tcm was roughly 20mins a pop. Not so bad if you only have 1 TCM tune, but I would be doing a " read entire" both modules for each tune just incase your tuner has made any changes to the TCM The write time for PCM and TCM with HP is quite impressive!!! Very fast.

Sounds like Boost cut to me, did you get the same logs results with the ebc solenoid hooked up and bypassed or did you only log one setup? Did you log TP% or anything like aswell. nothing strange there going on? I think the tuner might have to load the car to replicate the load on the street, or datalog and tune the wastegate duty cycle on the street.